[Fig. 382] shows another form of island platform, also arranged for UP and DOWN main-line trains, and two branch-line trains. The access is obtained from a public-road over-line
bridge crossing the railway, and the booking-office is placed at the top of an incline, or ramp, leading down to the platform. The dock-line platforms are arranged different to those in the preceding example, with the object of providing longer platforms for the main-line trains. This result, however, is obtained at some little inconvenience to the dock-line trains, as the passengers from one of these must walk round a portion of two platforms to get into the other dock-line train, instead of merely walking across the platform as in [Fig. 381].
In some cases of island platforms the total width of the station buildings and platforms is made much greater than indicated in the above sketches, and a wide, easy incline constructed from an over-line public-road bridge, to allow cabs and carriages to come down to a large paved area between the platforms, for the convenience of setting down and taking up the train passengers and their luggage.
The island-platform arrangement possesses many advantages for the exchange of passenger traffic. All the platforms are connected and on one level, and passengers, together with their luggage, can be quickly transferred from one train to another. One set of waiting-rooms, refreshment-rooms, etc., are sufficient, and are available for the passengers of all the four trains. A smaller number of station men are required for the work, as the staff can be more concentrated and better utilized than when there are separate platforms on opposite sides of the line.
The number, size, and arrangement of waiting-rooms and other offices for the public at a large station will depend upon the amount and description of traffic to be dealt with at the particular station under consideration. Where the passenger traffic is to a large extent of a local or short distance character, a moderate amount of waiting-room space may be sufficient, as these local passengers regulate their arrival so as to avoid waiting any great length of time for the trains. An enormous suburban passenger traffic is carried on in many places with a very limited waiting-room accommodation, the frequency of the trains and the routine of the travellers reducing the necessity of such rooms to a minimum. A more ample waiting-room space will be necessary when providing for a large, long journey, or through traffic, and for stations at seaports, as the intending passengers, particularly those landing from steamers, generally reach the station a considerable time before the departure of the
trains to take them forward. For this class of traffic it will also be necessary to provide suitable refreshment-rooms. At large terminal stations it is frequently found more convenient for the working of the traffic to have two or more sets of waiting-rooms, etc., separating the local and long-journey passengers, and placing the rooms alongside the corresponding platforms.
Lavatories and conveniences at large stations should be provided on a liberal scale, and fitted up in the most substantial and efficient manner. Not only should they be thoroughly well ventilated, but they should have abundance of light. Nothing tends so much to ensure order and cleanliness in these places as plenty of light.
It will frequently be found that at many of the large important stations there are local surroundings and circumstances of level and foundations, which will to a great extent influence the arrangement of the rooms and offices to be devoted to the public service. No fixed or standard type could be adopted for all cases. Each one will have to be studied out to suit the locality, and the grouping must be made to work in with the best facilities obtainable. In all such cases one of the principal points is to select a convenient position for the booking-hall, easy of access to all persons entering the station premises. On no account should the ticket-office be placed in a position tending to block the thoroughfare on to the platforms. A large number of intending passengers may already be in possession of tickets, and the station arrangements should enable these passengers to proceed at once to the platforms without having to struggle or force their way through crowds of other passengers gathered round the ticket windows. In some instances it is found expedient to provide auxiliary booking-offices for excursion traffic, to be used only on special occasions, thus restricting the principal booking-offices to the ordinary main-line booking.
When laying out small intermediate or roadside stations for either double or single line, or small terminal stations on short branch lines in thinly populated districts, it becomes a question how to provide the requisite statutory accommodation with a minimum amount of building. The following sketches taken from actual examples may be of use for reference.
[Fig. 383] shows the smallest size of station building that can very well be constructed to be of any practical service. It comprises an office for the station-master, who has to attend to